WO2013057817A1 - ハイブリッド車両のエンジン始動時制御装置 - Google Patents

ハイブリッド車両のエンジン始動時制御装置 Download PDF

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Publication number
WO2013057817A1
WO2013057817A1 PCT/JP2011/074126 JP2011074126W WO2013057817A1 WO 2013057817 A1 WO2013057817 A1 WO 2013057817A1 JP 2011074126 W JP2011074126 W JP 2011074126W WO 2013057817 A1 WO2013057817 A1 WO 2013057817A1
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WIPO (PCT)
Prior art keywords
engine
torque
clutch
direct injection
speed
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PCT/JP2011/074126
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English (en)
French (fr)
Japanese (ja)
Inventor
直器 仲西
康之 加藤
幸彦 出塩
小島　進
Original Assignee
トヨタ自動車株式会社
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Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to US14/352,065 priority Critical patent/US20140249710A1/en
Priority to CN201180074252.3A priority patent/CN103889800B/zh
Priority to PCT/JP2011/074126 priority patent/WO2013057817A1/ja
Priority to JP2013539460A priority patent/JP5790773B2/ja
Priority to EP11874371.5A priority patent/EP2769893A4/en
Publication of WO2013057817A1 publication Critical patent/WO2013057817A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors

Definitions

  • the present invention relates to control at the time of engine start of a hybrid vehicle having a direct injection engine.
  • a direct injection engine that directly injects fuel into the cylinder
  • a clutch that connects and disconnects the direct injection engine to the power transmission path
  • a rotating machine that functions as at least an electric motor.
  • the direct injection engine and the rotating machine can be run simultaneously or separately as a driving force source, and fuel is injected into any cylinder and ignited when the direct injection engine is stopped.
  • a hybrid vehicle capable of starting ignition to start the direct injection engine is known.
  • the hybrid vehicle described in Patent Document 1 is an example, and a friction clutch is connected (friction engagement) during motor traveling that uses only the rotating machine as a driving force source to rotate the crankshaft of the direct injection engine, and the expansion stroke.
  • An ignition start technique is described in which fuel is injected and ignited into a cylinder in the expansion stroke when the engine is started by adjusting the crank angle of the cylinder to be within a predetermined range. Further, when the engine rotation speed is increased by ignition start and becomes substantially the same as the rotation speed of the rotating machine (when synchronized), the clutch is connected to replace the motor torque with the engine torque.
  • the engine can be started on its own by just starting the ignition, but if necessary, a clutch is connected at the time of engine start to assist with the rotating machine (torque guarantee).
  • the assist torque can be greatly reduced by starting ignition. As a result, the maximum torque of the rotating machine can be reduced, and the size and fuel consumption can be reduced.
  • FIG. 8 shows the connection timing when the K0 clutch 34 is connected when the ignition start of the direct injection engine 12 is started at time t1 and the engine rotational speed NE rises and substantially synchronizes with the rotational speed NMG of the motor generator MG.
  • a connection shock fluctuation in output shaft torque
  • overshooting lowup
  • subsequent engagement of the K0 clutch 34 increase in K0 torque
  • the present invention has been made against the background of the above circumstances, and its object is to start a direct injection engine by starting ignition in a hybrid vehicle in which the direct injection engine is connected to a power transmission path by a clutch. This is to improve the dribbling performance and ride comfort when the clutch is connected.
  • the first invention includes (a) a direct injection engine that directly injects fuel into a cylinder, (b) a clutch that connects and disconnects the direct injection engine to a power transmission path, and (c) ) At least a rotating machine that functions as an electric motor, and (d) any of the direct-injection engine and the rotating machine that can run simultaneously or separately as a driving force source and when the direct-injection engine stops.
  • the direct injection engine is blown up by the engagement torque of the clutch. It is characterized by suppressing.
  • the in-cylinder air amount of the direct injection engine is determined as a throttle valve opening degree.
  • the clutch is waited for connection until a stable state determined according to the state is reached.
  • the engine rotational speed rotates on the power transmission path side with the clutch interposed therebetween.
  • the engine torque decreases as the speed approaches, and when the speed difference becomes zero, the engine torque is decreased according to the speed difference so that the engine rotation speed is maintained constant.
  • the engine torque decreases as the engine rotation speed approaches the power transmission path rotation speed. Based on the speed difference between the engine speed and the power transmission path side speed, the engine torque is reduced when the speed difference is small compared to when the speed difference is large.
  • the direct injection engine blow-up and connection shocks are suppressed, improving drivability and ride comfort.
  • the engine torque is reduced according to the speed difference, a stall due to the inability to rotate the direct injection engine independently can be avoided as compared with the case where the engine torque is uniformly reduced regardless of the change in the speed difference.
  • the clutch when the engine torque cannot be decreased according to the speed difference, for example, when the engine torque is decreased by the retard control, when the retard lower limit torque determined according to the throttle valve opening is reached, etc. Since the direct-injection engine blow-up is suppressed by the engagement torque of the clutch, the clutch can be appropriately connected so as not to cause fluctuations in the driving force while suppressing the direct-injection engine blow-up.
  • the in-cylinder air amount of the direct injection engine is in a stable state determined according to the throttle valve opening. Since it waits for the clutch to be connected, the clutch can be connected while suppressing fluctuations in the driving force even when the torque cannot be absorbed by the regenerative control of the rotating machine due to the battery being fully charged. That is, immediately after the engine is started, the surge tank, etc. is at atmospheric pressure and has a large amount of cylinder air, and a large torque is generated. However, when the engine is in operation, the surge tank, etc. has a negative pressure and the cylinder air volume decreases. Since the torque corresponds to the opening (the driver's required output), if the clutch is connected in this state, it is not necessary to absorb excess torque.
  • the engine torque decreases as the engine rotational speed approaches the power transmission path side rotational speed, and when the speed difference between the engine rotational speed and the power transmission path side rotational speed becomes zero, the engine rotational speed is increased. Since the engine torque is reduced according to the speed difference so as to be maintained constant, the direct injection engine blow-up and the connection shock are more appropriately suppressed regardless of the shift of the clutch connection timing.
  • FIG. 4 is an example of a time chart for explaining a change in operating state of each part when engine starting control is performed in accordance with steps S3 to S7 of the flowchart of FIG. 3;
  • FIG. 4 is an example of a time chart for explaining changes in the operating state of each part when the engine starting control is performed according to steps S3, S4, S8 to S12, S6, and S7 of the flowchart of FIG.
  • FIG. 4 is an example of a time chart for explaining changes in the operating state of each part when the engine start-up control is performed according to steps S3, S4, S8, S13 to S16, S6, and S7 in the flowchart of FIG. 3; It is an example of the time chart when the connection timing at the time of connecting a clutch shifts after starting a direct injection engine by ignition start, and the connection shock generate
  • the present invention is suitably applied to a parallel type or the like hybrid vehicle in which a direct injection engine is connected / disconnected (connected / disconnected) to / from a power transmission path by a clutch, and travels using only a rotating machine as a driving force source.
  • a direct injection engine is connected / disconnected (connected / disconnected) to / from a power transmission path by a clutch, and travels using only a rotating machine as a driving force source.
  • the present invention is applied to the case where the direct injection engine is started to ignite and the clutch is connected when at least a member on the power transmission path side of the clutch (including the case of the rotating machine) is rotating at a predetermined rotational speed.
  • the clutch a single-plate type or multi-plate type friction engagement clutch is preferably used.
  • the hybrid vehicle of the present invention can use a direct-injection engine and a rotating machine as a driving power source for traveling, and the rotating machine can alternatively use the functions of both an electric motor and a generator.
  • a motor generator is preferably used.
  • the direct injection engine a four-cycle gasoline engine is preferably used, and a direct injection engine having various numbers of cylinders including a multi-cylinder engine having four or more cylinders can be used. It is also possible to use another reciprocating internal combustion engine that can start ignition by injecting fuel into a cylinder in an expansion stroke, such as a two-cycle gasoline engine.
  • the rotating machine may be disposed in a power transmission path to which the direct injection engine is connected via a clutch, and the rotating machine and the direct injection engine may be directly connected via the clutch.
  • a transmission mechanism or the like may be interposed between the rotating machine and the direct injection engine.
  • the direct injection engine and the rotary machine are disposed on separate power transmission paths, such as by arranging the rotating machine on the rear wheel drive side. Is also possible.
  • the ignition start of the direct injection engine is started by injecting and igniting fuel in at least one of the cylinders in the expansion stroke, and may be started only by the ignition start,
  • the clutch may be slip-engaged to assist (crank) rotation of the direct injection engine with the kinetic energy of the rotating machine or the vehicle. Even when assisting with the kinetic energy of the vehicle, it is desirable to guarantee the torque with a rotating machine in order to suppress fluctuations in the driving force.
  • the engine torque may be changed nonlinearly or stepwise with respect to the speed difference.
  • This torque-down control is appropriately controlled by retarding the ignition timing with excellent responsiveness, but can also be controlled using an intake air amount adjusting device such as a throttle valve.
  • the control to “maintain the engine speed constant when the speed difference becomes 0” is only a goal, and the engine speed may fluctuate slightly due to control responsiveness or error. What is necessary is just to control an engine torque so that this may be prevented.
  • the engine torque should basically be zero.
  • a predetermined engine torque corresponding to the load may be generated. In carrying out the first invention, it is sufficient that the engine torque is decreased continuously or stepwise as at least the speed difference becomes smaller.
  • the direct-injection engine when the engine torque cannot be reduced according to the speed difference, the direct-injection engine is restrained from being blown up by the clutch engagement torque.
  • the direct-injection engine is a predetermined engine. Since the clutch is connected in a state where torque is generated, it is desirable to reduce the torque of the rotating machine or adjust the clutch engagement torque to absorb the engine torque.
  • the stable state of the third aspect of the invention means that the target air amount is in accordance with the throttle valve opening, and does not necessarily mean that the in-cylinder air amount is substantially constant.
  • the target air amount when the throttle valve opening changes due to a change in the driver's required output amount (accelerator operation amount, etc.), the target air amount also changes. Even when the in-cylinder air amount changes according to the change in the throttle valve opening, it can be said that the state is stable.
  • FIG. 1 is a schematic configuration diagram including a skeleton diagram of a drive system of a hybrid vehicle 10 to which the present invention is preferably applied.
  • the hybrid vehicle 10 includes a direct injection engine 12 that directly injects fuel into a cylinder and a motor generator MG that functions as an electric motor and a generator as driving power sources for traveling.
  • the outputs of the direct injection engine 12 and the motor generator MG are transmitted from the torque converter 14 which is a fluid transmission device to the automatic transmission 20 via the turbine shaft 16 and the C1 clutch 18, and further to the output shaft 22, the difference It is transmitted to the left and right drive wheels 26 via the dynamic gear device 24.
  • the torque converter 14 includes a lockup clutch (L / U clutch) 30 that directly connects the pump impeller and the turbine impeller, and an oil pump 32 is integrally connected to the pump impeller. It is rotationally driven mechanically by the jet engine 12 and the motor generator MG. Motor generator MG corresponds to a rotating machine.
  • the direct injection engine 12 is an eight-cylinder four-cycle gasoline engine. As specifically shown in FIG. 2, gasoline (high pressure) is introduced into a cylinder (cylinder) 100 by a fuel injection device 46. Fine particles) are jetted directly.
  • gasoline high pressure
  • fine particles are jetted directly.
  • the ignition device 47 is ignited at this timing, the air-fuel mixture in the cylinder 100 explodes and burns, and the piston 110 is pushed downward.
  • the intake passage 102 is connected to an electronic throttle valve 45, which is an intake air amount adjusting device, via a surge tank 103.
  • the intake passage 102 From the intake passage 102 to the cylinder according to the opening degree of the electronic throttle valve 45 (throttle valve opening degree).
  • the amount of intake air flowing into 100, that is, the engine output is controlled.
  • the piston 110 is fitted in the cylinder 100 so as to be slidable in the axial direction, and is connected to a crankpin 116 of the crankshaft 114 via a connecting rod 112 so as to be relatively rotatable.
  • the crankshaft 114 is rotationally driven as indicated by an arrow R.
  • the crankshaft 114 is rotatably supported by a bearing in the journal portion 118, and integrally includes a crank arm 120 that connects the journal portion 118 and the crankpin 116.
  • the crankshaft 114 is rotated twice (720 °), and the intake stroke, the compression stroke, the expansion (explosion) stroke, and the exhaust stroke are performed.
  • the shaft 114 is continuously rotated.
  • the pistons 110 of the eight cylinders 100 are configured such that the crank angles are shifted by 90 °, and the eight cylinders 100 are sequentially exploded and rotated each time the crankshaft 114 rotates 90 °. Torque is generated.
  • the angle range ⁇ is suitably within a range of about 30 ° to 60 ° from the compression TDC, for example, and relatively large rotational energy can be obtained by ignition start, and assist torque can be reduced. In the case of an eight-cylinder engine, ignition can be started even when the compression TDC is about 80 ° to 100 °, and the angle range ⁇ differs depending on the number of cylinders of the direct injection engine 12.
  • a K0 clutch 34 is provided between the direct injection engine 12 and the motor generator MG via a damper 38 to directly connect them.
  • the K0 clutch 34 is a single-plate or multi-plate friction clutch that is frictionally engaged by a hydraulic cylinder, and is engaged and released by the hydraulic control device 28.
  • the K0 clutch 34 is disposed in the oil chamber 40 of the torque converter 14. It is arranged in an oil bath state.
  • the K0 clutch 34 is a hydraulic friction engagement device, and functions as a connection / disconnection device that connects or disconnects the direct injection engine 12 with respect to the power transmission path.
  • Motor generator MG is connected to battery 44 via inverter 42.
  • the automatic transmission 20 is a stepped automatic transmission such as a planetary gear type in which a plurality of gear stages having different gear ratios are established depending on the disengagement state of a plurality of hydraulic friction engagement devices (clutch and brake).
  • the shift control is performed by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28.
  • the C1 clutch 18 functions as an input clutch of the automatic transmission 20 and is similarly subjected to engagement / release control by the hydraulic control device 28.
  • the electronic control unit 70 includes a so-called microcomputer having a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. Do. A signal representing the accelerator pedal operation amount (accelerator operation amount) Acc is supplied from the accelerator operation amount sensor 48 to the electronic control unit 70.
  • the rotation speed (engine rotation speed) NE of the direct injection engine 12 respectively, Motor generator MG rotational speed (MG rotational speed) NMG, turbine shaft 16 rotational speed (turbine rotational speed) NT, output shaft 22 rotational speed (output shaft rotational speed corresponds to vehicle speed V) NOUT, every eight cylinders 100 , A signal related to the rotation angle (crank angle) ⁇ from the TDC (top dead center) and the remaining charge SOC of the battery 44 is supplied. In addition, various types of information necessary for various types of control are supplied.
  • the SOC sensor 60 is configured, for example, to sequentially accumulate the charge amount and discharge amount of the battery 44 to obtain the remaining power storage SOC.
  • the accelerator operation amount Acc corresponds to the output request amount.
  • the electronic control unit 70 functionally includes hybrid control means 72, shift control means 74, engine stop control means 76, and engine start time control means 80.
  • the hybrid control means 72 controls the operation of the direct injection engine 12 and the motor generator MG, for example, an engine travel mode in which only the direct injection engine 12 travels as a driving power source, or travels using only the motor generator MG as a driving power source.
  • a plurality of predetermined driving modes such as an engine driving mode using both the motor driving mode and the motor driving mode are switched in accordance with the driving state such as the accelerator operation amount Acc and the vehicle speed V.
  • the shift control means 74 controls an electromagnetic hydraulic control valve, a switching valve and the like provided in the hydraulic control device 28 to switch the engagement / disengagement state of the plurality of hydraulic friction engagement devices. These gear stages are switched in accordance with a predetermined shift map with the operating state such as the accelerator operation amount Acc and the vehicle speed V as parameters.
  • the engine stop control means 76 stops the direct injection engine 12 at the time of switching from the engine + motor traveling mode to the motor traveling mode, at the time of inertial traveling in the engine + motor traveling mode or the engine traveling mode, at the time of deceleration, or at a stop.
  • the stop position of the crankshaft 114 is adjusted so that ignition can be started when the direct injection engine 12 is restarted. That is, when the rotation of the direct injection engine 12 is stopped by shutting off the K0 clutch 34, the K0 clutch 34 is temporarily slip-engaged immediately before the stop or immediately after the stop, and the crankshaft 114 is rotated.
  • the crank angle ⁇ of the cylinder 100 is adjusted so as to fall within the angle range ⁇ where ignition can be started. As a result, the engine can be started by ignition at the time of subsequent engine start, assist torque by the motor generator MG is reduced, and the motor generator MG can be reduced in size and fuel consumption.
  • the engine starting control means 80 switches, for example, from the motor travel mode to the engine + motor travel mode or the engine travel mode, operates the direct injection engine 12 while the vehicle is stopped, and regeneratively controls the motor generator MG (also referred to as power generation control). In order to charge the battery 44, the direct injection engine 12 is started, and control is performed when the K0 clutch 34 is connected to the power transmission path.
  • This engine start control means 80 functionally includes an engine start means 82, a torque down control means 84, a clutch control means 86, and a torque change means 88.
  • the engine starting means 82 starts the direct injection engine 12 by starting ignition, and performs ignition start while assisting the rotation of the direct injection engine 12 by slip-engaging the K0 clutch 34.
  • 4, 5, and 7 are time charts when the direct injection engine 12 is ignited during traveling in the motor traveling mode.
  • the time t1 is the ignition starting start time, and the cylinder 100 in the expansion stroke.
  • K0 torque a predetermined engagement torque
  • the magnitude of the engagement torque is determined to be as low as possible within a range in which the direct injection engine 12 can be started by ignition start.
  • the broken line in the column of “K0 torque” in each of the above time charts is the command value, and the solid line is the actual torque value.
  • the “in-cylinder air amount” is the amount of air in the cylinder 100 of the direct injection engine 12 and corresponds to the pressure in the surge tank 103 (surge tank pressure).
  • the K0 clutch 34 can be connected.
  • the connection timing is shifted due to an error in synchronization determination or a response delay in the hydraulic pressure of the K0 clutch 34, the direct injection engine 12 blows up, or the engine rotational speed NE changes due to the subsequent connection of the K0 clutch 34. Shock (driving force fluctuation) may occur, and drivability and riding comfort may be impaired. For example, as shown in FIG.
  • FIG. 9 shows a case where torque reduction control of the direct injection engine 12 is performed before the K0 clutch 34 is connected in order to prevent overshoot of the engine rotational speed NE, but the connection timing determination time t2 is a delay time.
  • the engine speed NE decreases, and a connection shock (variation in output shaft torque) occurs due to the subsequent engagement of the K0 clutch 34.
  • the engine start-time control means 80 of the present embodiment appropriately connects the K0 clutch 34 while suppressing the blow-up and the connection shock of the direct injection engine 12 by the torque down control means 84 and the clutch control means 86.
  • FIG. 3 is a flowchart for specifically explaining the operation of the engine start-up control including signal processing by the torque down control means 84 and the clutch control means 86.
  • Steps S3, S9, and S14 are the torque down control means 84.
  • Steps S6 and S10 correspond to the clutch control means 86.
  • Step S7 corresponds to the torque change means 88.
  • Step S10 functions as blowing suppression guarantee means
  • step S15 functions as in-cylinder air amount convergence determination means.
  • Step S2 it is determined whether or not the start mode of the direct injection engine 12 is an ignition start using the slip engagement of the K0 clutch 34 together. That is, when the direct-injection engine 12 is ignited and started when the K0 clutch 34 is completely engaged when the vehicle is stopped, the K0 clutch 34 is already completely connected at that time, so there is no need to perform this control.
  • Step S2 and subsequent steps are executed when the ignition is started by slip-engaging 34.
  • the limit torque TEst is the engine torque TE during torque-down control
  • the constant K is an adaptive value that is determined in advance so that the K0 clutch 34 can be connected while suppressing overshoot and connection shock of the engine speed NE.
  • a constant value may be used, but MG rotation speed NMG or the like may be determined as a parameter.
  • the engine torque TE an actual calculated value can be used. For example, it is convenient to use an estimated engine torque value (maximum torque) TEfwd predicted only by the in-cylinder air amount KL.
  • the in-cylinder air amount KL is obtained from the surge tank pressure or the like.
  • step S3 When the engine torque TE (estimated value TEfwd in the embodiment) is equal to or greater than the limit torque TEst and the determination in step S2 is YES (positive), the torque-down control in step S3 is executed.
  • This torque down control limits the engine torque TE to the limit torque TEst, that is, K (NMG-NE), and the engine torque TE is reduced in proportion to the speed difference (NMG-NE). That is, as the engine rotational speed NE approaches the MG rotational speed NMG, the engine torque TE decreases, the engine rotational speed NE and the MG rotational speed NMG become substantially the same, and the speed difference (NMG-NE) becomes substantially zero.
  • the engine torque TE is also substantially zero, and the engine speed NE is maintained substantially constant.
  • the engine torque TE is limited to the limit torque TEst by retarding the ignition timing.
  • the time t2 in the time charts of FIGS. 4, 5, and 7 is the time when the engine torque TE becomes equal to or greater than the limit torque TEst and the torque-down control in step S3 is started.
  • the MG rotation speed NMG is the power transmission path side rotation speed.
  • This torque down lower limit value TEmin is a lower limit torque (retarding lower limit torque) that can be controlled by retarding control of the ignition timing.
  • step S3 If TE> TEmin, the torque-down control in step S3 can be continued as it is, so step S5 and subsequent steps are executed. However, if TE ⁇ TEmin, the torque-down control in step S3 cannot be performed. Do the following: Note that step S8 and subsequent steps are executed even when the retard control is prohibited to prevent catalyst deterioration or the like.
  • step S5 it is determined whether or not the engine rotational speed NE substantially matches the MG rotational speed NMG, and step S3 and subsequent steps are repeatedly executed until the engine rotational speed is synchronized. If NE ⁇ NMG and the determination in step S5 is YES, the engagement control of the K0 clutch 34 is performed in step S6, and the switching control between the engine torque TE and the MG torque is performed in step S7.
  • the time chart of FIG. 4 shows the case where the K0 clutch 34 is engaged by executing the steps S3 to S7 in this way, and at the time t3, the engagement control and the torque change control of the K0 clutch 34 are started along with the synchronization determination. It was time.
  • the engagement control of the K0 clutch 34 in step S6 gradually increases the K0 torque (hydraulic pressure) and waits at a predetermined standby torque, and the in-cylinder air amount KL is a target air amount KLt determined according to the throttle valve opening.
  • the K0 torque is raised to the maximum value and completely engaged.
  • Time t4 is the time when the cylinder air amount KL decreases to the vicinity of the target air amount KLt.
  • the retard of the ignition timing is gradually returned to gradually increase the engine torque TE, and the MG torque is gradually decreased in response to the increase in the engine torque TE.
  • Time t5 is the time when this torque change control is completed.
  • the time chart of FIG. 4 is the case where the synchronization determination which is the connection timing of the K0 clutch 34 is delayed by the delay time tdelay as in the time charts of FIG. 8 and FIG.
  • step S4 determines whether or not the remaining power storage SOC is less than the full charge determination value SOCmax. to decide. If SOC ⁇ SOCmax, excess torque can be absorbed by regenerative control of motor generator MG, so step S9 and subsequent steps are executed. On the other hand, if SOC ⁇ SOCmax, extra control is performed by regenerative control of motor generator MG. Since torque cannot be absorbed, step S13 and subsequent steps are executed. When the retard control is prohibited in order to prevent catalyst deterioration or the like, step S13 and subsequent steps are executed regardless of the remaining power SOC.
  • the time chart of FIG. 5 is the case where the K0 clutch 34 is connected in the control after step S9
  • the time chart of FIG. 7 is the case where the K0 clutch 34 is connected in the control after step S13.
  • These times t3 in FIGS. 5 and 7 are times when the engine torque TE becomes equal to or lower than the torque-down lower limit value TEmin and the determination in step S4 is NO.
  • the time t2 is between t2 and t3.
  • the engine torque TE is decreased according to the limit torque TEst in the torque down control in step S3, but the control after time t3 is different.
  • step S9 which is executed when the regenerative control of the motor generator MG is possible with SOC ⁇ SOCmax, the engine torque TE is controlled to be the torque down lower limit value TEmin.
  • the K0 clutch 34 is engaged with a torque that is larger than the engine torque TE by a predetermined margin value ⁇ to prevent the direct injection engine 12 from rising above the MG rotational speed NMG.
  • the margin value ⁇ is determined in advance in consideration of an error of the torque down lower limit TEmin and the like.
  • the MG torque is controlled in step S11 so as to cancel this.
  • the motor generator MG is regeneratively controlled as necessary.
  • step S12 synchronization determination is performed in the same manner as in step S5, and step S9 and subsequent steps are repeatedly executed until synchronization is achieved. If NE ⁇ NMG and the determination in step S12 is YES, the K0 engagement control in step S6 and the torque replacement control in step S7 are executed.
  • the time t4 in the time chart of FIG. 5 is the time when the engagement control of the K0 clutch 34 is started in accordance with the synchronization determination. In this case, the command value of the K0 clutch 34 is immediately increased to the maximum value and the K0 clutch 34 is quickly fully engaged.
  • Time t5 is the time when the torque change control in step S7 is completed.
  • the direct injection engine 12 generates torque of the torque-down lower limit value TEmin even when NE ⁇ NMG is synchronized, but the K0 clutch 34 is engaged with the engagement torque of TE + ⁇ in step S10. Therefore, the direct injection engine 12 is prevented from rising beyond the MG rotation speed NMG.
  • step S14 for example, the torque of the direct injection engine 12 is feedback-controlled by throttle control or the like so that the engine rotational speed NE rises to a MG rotational speed NMG that is a synchronous rotational speed with a predetermined gradient.
  • feedback control FB control
  • FB control feedback control
  • step S15 it is determined whether or not the in-cylinder air amount KL has decreased (converged) to a predetermined value or less in the vicinity of the target air amount KLt determined according to the throttle valve opening, and step S13 and subsequent steps until KL ⁇ KLt. Repeatedly.
  • KL ⁇ KLt the engine torque TE is set to 0 in step S16, and then the K0 engagement control in step S6 and the torque replacement control in step S7 are executed.
  • Time t4 in the time chart of FIG. 7 is a time when the convergence determination of KL ⁇ KLt is made and the engagement control of the K0 clutch 34 is started.
  • the engagement torque (K0 torque) of the K0 clutch 34 is expressed as follows.
  • the torque reduction in step S3 is performed.
  • the speed difference (NMG-NE) decreases.
  • Engine torque is reduced.
  • the engine torque TE is reduced in proportion to the speed difference (NMG-NE) so that the engine speed NE is maintained substantially constant when the speed difference (NMG-NE) becomes substantially zero.
  • the blow-up of the direct injection engine 12 and the connection shock are suppressed regardless of the shift of the connection timing of the K0 clutch 34, and the dribbling performance and ride comfort are improved.
  • the engine torque TE is gradually reduced according to the speed difference (NMG-NE)
  • the engine torque TE is uniformly set regardless of the change in the speed difference (NMG-NE) as in the torque down control of FIG.
  • the stall due to the inability to rotate the direct injection engine 12 is properly avoided.
  • the torque down lower limit value TEmin is reached, as shown in the time chart of FIG. 5, the engine torque TE is controlled in accordance with the torque down lower limit value TEmin and the direct injection is performed with the engagement torque (K0 torque) of the K0 clutch 34.
  • the K0 clutch 34 can be appropriately connected so as to prevent fluctuations in the driving force while suppressing the blow-up of the direct injection engine 12.
  • the engine torque TE cannot be reduced in proportion to the speed difference (NMG-NE), and the regenerative control of the motor generator MG cannot be performed when the remaining charge SOC is equal to or greater than the full charge determination value SOCmax
  • the engine torque TE is feedback-controlled based on the engine rotational speed NE, and the in-cylinder air amount KL of the direct injection engine 12 is substantially the same as the target air amount KLt determined according to the throttle valve opening. Since the K0 clutch 34 is connected after waiting for the convergence state, even when the torque cannot be absorbed by the regenerative control by the motor generator MG, the K0 clutch 34 can be appropriately connected while suppressing fluctuations in the driving force.
  • the surge tank pressure is atmospheric pressure and the in-cylinder air amount KL is large, and a large engine torque TE is generated.
  • the surge tank pressure is negative and the in-cylinder air amount KL is small.
  • the torque corresponds to the throttle valve opening (the driver's required output). Therefore, if the K0 clutch 34 is connected in this state, it is not necessary to absorb excess torque.
  • Hybrid vehicle 12 Direct injection engine 34: K0 clutch (clutch) 70: Electronic control unit 80: Engine start control means 82: Engine start means 84: Torque down control means 86: Clutch control means MG: Motor generator (rotation) Machine) TE: engine torque NE: engine rotation speed NMG: MG rotation speed (power transmission path side rotation speed) NMG-NE: speed difference KL: in-cylinder air volume

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  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/JP2011/074126 2011-10-20 2011-10-20 ハイブリッド車両のエンジン始動時制御装置 WO2013057817A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US14/352,065 US20140249710A1 (en) 2011-10-20 2011-10-20 Engine start control apparatus for hybrid vehicle
CN201180074252.3A CN103889800B (zh) 2011-10-20 2011-10-20 混合动力车辆的发动机起动时控制装置
PCT/JP2011/074126 WO2013057817A1 (ja) 2011-10-20 2011-10-20 ハイブリッド車両のエンジン始動時制御装置
JP2013539460A JP5790773B2 (ja) 2011-10-20 2011-10-20 ハイブリッド車両のエンジン始動時制御装置
EP11874371.5A EP2769893A4 (en) 2011-10-20 2011-10-20 ENGINE STARTING DEVICE FOR A HYBRID VEHICLE

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PCT/JP2011/074126 WO2013057817A1 (ja) 2011-10-20 2011-10-20 ハイブリッド車両のエンジン始動時制御装置

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CN103889800A (zh) 2014-06-25
JPWO2013057817A1 (ja) 2015-04-02
EP2769893A1 (en) 2014-08-27
CN103889800B (zh) 2016-10-12
US20140249710A1 (en) 2014-09-04
JP5790773B2 (ja) 2015-10-07
EP2769893A4 (en) 2016-08-24

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